Brake-setting mechanism.



Patented July 30, 1912 '2 sHEms-sHBBT 1.

LP. WEBB, JR. BRAKE SETTING MEGHANISM.

APPLICATION FILED JULY B, 1911.

/Vl/ NTOR U@ f f wwwmmwwm" J. P. WEBB, JB. BRAKE lSETTING MEGHANISM.

APPLICATION FILED JULY 8, 191.1, v 1,034,376, Patented July 30,1912.

2 SHEETS-SHEET 2.

. er n l 6 Mmm/Era l:man r.' Wisse, Je., or New Yoan, in sa snake-sammle Mii-onenisie.

Specification or Letters-Patent.

original applicati@ ined my s, 1911, smal no. s255522. :niveles ana'tnis application sie@ ,my e, i911'. seriai No. 'esa/ica. l

lTo all 'iv/mmz't may con-5cm Be it known that l, JEAN F. WEBB, Jr.,I residing at New York, in the county of New i York and v,State of New York, have ini/exited l. equally as Well to give an emergency stop,

by simply `motlifyinvg the mechanical design of the air"v'alveA mechanism. y

The invention also has for its obyect 'to provide a device so constructed, that the re- .movalor failure' of anyessential part will 'cause the' application of theftrain brakes,j

I brought to a stop.

and which is vso constructed-as to prevent: the release` of the brakes after an applica; tion has been made, until theV train has been Q The invention. also includes those novel 'details of construction, combination and arfully described and then be .the preferred operative position rangement of parts, all of which Will be first f specifically pointed out in the appended claims, reference being-had to `the accompanying. drawn; ings, 1n which:

Figure 1 is a central, vert-ical, longitudty nal section'and part elevation of the invention. Fig. -2 is a horizontal section on 'the line 2--2 of Fig. 1. Figs. 3, 4, and 0 are. horizonta sections taken respectively on the' lines 3-3, 4 4, 5-5 and (3 0 of Fig. 1. Fig. 7 is a detail plan view of the rack disk. i Fig. 8 .'s a diagrammatic elevation showing' the ap .paratus' with relation o the clearance diafgranl and the track sto'p. l

'By reference to the drawings in which like numerals and letters or' reference indicate like parts in all of the gures, it will` .beseen that 92 designates a cylindrical cas-V .V9.8 and 119 respectively,

"provided with anti-friction 'bearings 100 fing, the ends of which receive bearing'plugs l each of lwhich is and 120 respectively. Projecting through lfthe bearings 'and 120 and through the .casing 92 is a shaft 93 which 4carries at itsl 'lowerend a shoe-plate).' to which a Wearing section 95 is riveted as at 9G.

97 is al bearing cone on iiie' lower end of the shaft 93 tgi'engage the hearing 100. The .bearing plugs 98 and 119 respeci'ivelY are Vheld spaced from the rack disk Patented amy eo, wie. l

pinned into positionby. 99 a'nd 121 re-v spectively to beheld immovable.

Mounted Within the casing 92 on the shaft `-93 are two collars 101 and 111 both of which A.have longitudinal peripheral` slots 102-an`d -118 respectively., and horizontal grooves 104 and 115 respectivelyto thereby-dciine Vbayonet slots 102-104 and 118-115 respectively to receive the upper and lower lugs OST-103 ,on the inner wall oft-he casing,l 92. The

flower collar 101 has a; longitudinal hole`105 lo receivelone end, 106, of a torsion spring l107, whosefother end, 116,l projects intoa vhole .117 in the upper collar 111. Each of the collars 101 and 111 are provided With sleeves' 108 and 112 respectively and each 'of the sleeves is provided with a bayonet slot 109 and lilrespectively.

j 110 and 114 are ypins carried by vthe shaft 93 to operate in the slots 109 and 11?. re-

spectively at times.;

f Mounted near the upper end 4of the shaft '93 to coperatie with theibearing 12D isa.,

lcone 122 thatis formed on and forms a part ot the. rack disk 123. The 'disle 123 'is pinned at to the shaft $234, the pin 125 ,fitting into the slot 138 in the upper end of the sliait The disk 123`hns a set of radially disposed rack teeth 124 to be engaged by the pawl 126 when the shoe 94 hasbeen moved to one side by the track stop arm, 19.`

The-pawl 126 is pivoted at 127 to a lug 12S ori-the base 129 of the air valve casing 131.

r1`he base 129 is v.bolted zit-'130 to the plate 148 that is `formed with the upper end of the casing; 92.

" The air valve .mechanism 'includes the valve-stem 132 .vhich engagesa mutilated .disk 133 pinnedat 135 to the shaft 93 and 123 by a sleeve 134 on the shaft-93. The upper end of the shaft 93 is reduced and threaded as at 137 to receive the nut 130 'that holds the yshaft'l and its carried parts inpositionf The disk 133 `is mutilated o'r cut away as at 139 to permit the valve stein :132

to lenter therein whenv the shoe 94 is in the dottedline position indicated inlFig. 2.

14'0 designates a bearing plug fthneaded into'the casingll and secured bv a 'jam fnut141zj I 142 designates; the valve.portrtliatconr municatesthrough the threaded connection 143 with. the 'train pipe of. an'- air bra teni (not shown). Theu'port 142 e by the valve 141 on the stem 132 and is held closed by the disk 133 when in its normal position. It is also assist-cd to its closed position by a coil spring 1-15, whose tension may be adjusted by adjusting the position of the hearing plug 140 so Lhatwhen the a-ii' pressure in the train pipe is reduced to a predetermined point, the spring 115 will sullice to move the Valve 111 to close the port 142 andthus not exhaust the air reser.

ron-s. This is' particularly advantageous when it is desired to give service stop rather than emergency stop. lt may be well to here note, that when it is desired to use the apparatus to give an emergency stop to the train, 'the tension of the spring 145 may be reduced to Zero, or the spring entirelyv Aera-l flanges 151 by means of which and bolts 152, it may be secured to a beam or project-ion 15S from anioving part of the rolling stock of a train, preferably the engine.

Operation: The parts are normally positioned -as indicated in full lines in F igs. 1 and 2. The parts shown in these figures are for the right hand train side and we will assume that the train is moving in the direction of the arrow in Fig. 2, the train pipe of the air brake system being -connected to 143. TVhen the train approaches a track stop 1 whose arm 19 is in the danger posit-ion (see Fig. S), the shoe 94: will engage the arm 19 and be moved from the full line toward the dotted line position shown in Fig. 2, it being understood that the i1iertia of the track stop weight- (not shown) is sutlicient to hold the arm 19 andretard 'its movement until the shoe 911 has been swung' over to turn the shaft 93 against the tension of the torsion spring.Y 107. s the shoe is moved from the full line to the dotted line position in Fig'. 2, the rack 132 will 'come under the pawl 126 and the spring 107 will be prevented from returninglthe shoe to its normal position, thus locking the shoe 94 in its valve releasing position. As the shoe is turned from the position shown iu 'full lines in F ig. 2 to the position shown in dotted lines in such ligure, the mutilated portion 139 ot the disk will be broughtiiito alineuient with the valve stem 132 to release tliesaiiie and permit the train pipe mined amount for a service stop, the spring 145 will again seat the valve 114 so as not to exhausttlie air reservoirs of the air brake system. The slice Si being now vlocked to its Valve releasing positionbv the pawl -2o' it is impossible 'for the valve '1411 to be held sluit should the train pipe pressureagain exceed the predetermined mi'iiiiii'ui'nl. This makes it necessary for the engineer.- to first release` the pawl 120, before the torsion" spring 107 can rest-ore the shoe 9st to itsf-noif mal position. In order to release the pawl';A

26 the engineer may remore the cap 149, or he may insert an instrument. 172 through a hole 171 provided for that purpose m the cap as indicated iii dotted lines in F ig. 2 of,

the drawings. By means of this instrument he may lift the pawl 12610 release the disk 123 and permit the springlOT to restore the shoe to its normal position. Should the train back in a section, say at a siding, and the arm 10 of the track stop be set to danger, the air valve 1-141 will -not be released, as the shoe 94 can turn from the full line position in Fig.; to a position direct-ly 0pposite the dotted line position in Fig. 2, without releasing' the valve, and without locking the shaft 93 as the pawl 126 will ride on the smooth upper face portion of the disk 123, and the valve stem'132 will ride on the unu'iutilated periphery lof the disk 1233 so that. as soon as the shoe has passed the obstruction, in backing. the 'spring 107 will restore it to its normal position.

While l have shown and particularlyr described but a single train carried mechan'ism, vvet in practice it will probably be found advisable for the engine .to carry both a right h'and and a left hand mechanisiii, so that should the engine be ruiming haekwardlv willi regard to its own design, the left hand shoe will .be engagedby the track stops in the direction ot movement of the engine and thus Valternately7 stop the,

engine if desired.

It will be seen that b v reason of the construction shown particularlyv in Fig. 1 when the shoe 94 turns the shaft 03 from the full line position to the dotted line position in Fig. 2 the lug` 103 will hold theI collar 101 from turning' while thepin 114 will cause the collar 111 to turn with the shaft and thus increase the torsional tension of the spring'lO' proportionately so that it will tend to restore the shoe 0st to the normal or balanced position. Conversely, should the shoe-9t move from the full line position shown in Fig. 2, to a position opposite the 'i-,osesve dotted line position in such figure the lug-` 118 will hold the collar 1 11 stationary, Whilethe pin 110 will causelthe collar 101 to turn with the shaft 93 and apply the necessary torsional tension to the spring 107 that Will restore the shoe- 94C to its normal osition when the-shoe is released. Should t ie train be running at a predetermined minimum speed, the force with which the shoe 949 contacts the arm 19u-'ill -be sulliciently slow acting to cause, in connection with the tension of the springlOT, the arm 19 to turn toward a position at right angles to ,that

s shown in Fig. 8 and yield enough to avoid turning the shoe 94 a sutlicient amount to .release the air valve. This operation occurs,

say when the train is running less than five miles an hour. If it isdes'ired,- however,

that the system should stop the train absolutely, the relative power of the spring 107 and inertia of the track'stop weight, will be so designed, that 'the arm 19 will not give until the shoe 94 has been turned, regardless of the'speed of the train.

From the foregoing,

it will be `perceived that I have-provided avery effective con?V struction of apparatus in which the parts are strongly constructed and so designed as to require the'minimum maintenance attening sai( shoe in a normal position, an air-r valve connectible tothe train pipe, of an air brake system and including a stem, means on said shaft engaging said stem for` holding said valve closed againstthe alr pressure when in its normal position and for releasing said valve stem when said shoe is moved a predetermined distance out of its normal position.

2. A train carried mechanism including a casing, a shaft mounted in said .casing and carrying a shoe, lyielding means for balancing said slice in a normal position, an .air valve connectible to the train ipe of an air brake system and includin a stem, means on said shaft engaging said stem for holding said valve closed aga/inst the air ressure when in its normal position an for releasing said valve stem when said shoe is moved a predetermined distance out of its normal position and means for locking said shoe out of its-normal position when it has been moved out of the normal posi- 3. In a train stopping system', a train .carried mechanismdnc'luding a pair ofv spaced bearing members, a shaft rotatably mount.- ed in said bearinggmenibers, means mounted on said sli-aft for bala-ncing'said shaft in'a normal position,ra shoe carried by said shaft and projecting in a plane normal thereto,

saidshoe adapted to be engaged by an obstruction to turn said shaft, and .means for locking said shaft when turned to a-predetermined position.

4. In a train stoppingsystem, a train car ried mechanism including a pair `of spaced bearing members, a shaft rotatably mounted in said bearing members, means mounted on said shaft for balancing said shaft 'in aV normal position, a shoe carried by said shaft. and projecting in a lane normal thereto, said shoe adapted 'to be engaged. by an ob` struction to turn said shaft, and-meansi`or locking said shaftwhen turned in one directionto va. predetermined position and leaving said 'shaft free to turn in the opposite direction without locking-.

5. In a train stopping system, a train carried mechanism including a pair of spaced bearin members, a shaft rotatably mounted in sai bearing members, means mounted 9 on sind shaft for balancing said shaft in a normal position, a shoe carried by said shaft and -'projecting in a -plane normal thereto,

said shoe-,adapted to be engaged by an olistruction tolturn said shaft, and means for locking said shaft when turned to a predetermined position, an air'brake valve having a stem, a mutilated disk on said shaft -'and engaging said stem to hold said valve closed until said shaft is turned to saidipredetermined position and then, permit said stem to enter said mutilated portion and said valve to open.

6. In ya train stopping system, a train carried mechanism including a pair ot spaced bearinginembers, a shaft rotatably mountedin said beailn members, means mounted.

on said shaft or balancing said shaft in a normal position, ashoe carried by said shaft and piogecting in a )lane normal thereto,

said shoe adapted to e engaged by an ob'- struction to turn said shaft, and means' .tor locking said shaft when turned in ont` direction to a predetermined position and leaving said shaft free to tui-n in'the opposite direction withoutv locking, an air brake y lportion and ssi-d valve to open..

7. In a train carried "valve operating mech.; si fior train stopping; sys ems-ra including apair or' spaced esarmgs,

iso

a shaft mounted in said bearings a torsional support including a pair of spaced hearings,-

ashaft mounted in said bearings, atorsional spring mounted on said shaft betweensaid bearings, cooperative connections Abetween said spring and said shaft for applying a balanced foi-ee to said shaft to retain it in a normal position, said shaft being free to' be turned in either direction, means through which said shaft may be turned, and means for locking said shaft when turned outof its noi-nml position into a predetermined position, said locking means including a rack disk on said shaft, 'and a -relati-vely fixed pawl to engage said disk.

9..In a trainV carried valve operating mechanism for train stopping systems, a support including a pair of spaced bearings, a shaft mounted in said bearings, a torsional spring mounted on said shaft between said bearings, cooperative connections between said spring and said shaft for applying a balanced force to said shaft to retain it iii a normal position, said shaft beingjfree to be turned in either direction, means through which said shaft may be turned, and` means for locking saidl shaft when turned out of its normal position into u predetermined position, said. locking means including a rack disk on said shaft and a relativelyixed pawl to engage said disln, an air brake valve having a stein, a mutilated disk on said shai't to engage said steni and hold said valve seated until said shaft is turned to its locked position and the mutilated portion of said disk is brought int'o alinement with said valve stem.

10. Ina valve operating device, a easing, a pair'of'bearing plugs mounted in said easing and spaced apart, a shaft projecting through Said easing an'd bearing plugs'` a pair of collars havingslee'ves mounted von said shaft and spaced apart, means permitting said collars and sleeves to turn a limited distance in said casing with said shaft, a torsion spring inoiinte'd on lsaid sleeves andhaving its ends engaging said collars to hold said shaft in a balanced positionin said easing, means by virtue of which -said shat't may he turned, an air brake Valve l having a stein, means carried by said shaft for engaging said stem while said shaft is in its balanced position to hold said valve closed, said shaft carried means having provisions lfor releasing said valve stein whenl pair of collars having sleeves mounted on.

said shaft and spaced apart, said collars and ,sleeves being adapted to turn a limited diss lance in said casing with said shaft, a torsion spring mounted on said sleeves and having its ends engaging said collars to hold said shaft in a balanced position in said casing, means by virtue of which said shalt may be turned, aii'air Vbrake valve .having a stein, means carried by said shaft `lfor engaging said stem whilesaid shaft is in its baianeed position to hold said valve closed, said shaft carried means having provisions for' releasing said valve stein when said shaft is turned to a predetermined position, and means for locking said shaft in saidpredeterminedposition.

12. ln combination with an air brake -valve that. includes a casing, a valve and a valve stein 'and means for holding said valve against a predetermined air' pressure, of a shaft, a disk on said shatt to engage said stein to hold said valve closed independent of said first mentioned valve holding means,

meansl continuously tending to more said shaft to its normal position, ineans-by Vlrtue,ol` .which said shaft may be moved outI ot' its nbpinal position to a predetermined position, said disk having provisions for releasing said valve stein when said shaft is at said predetermined position.

13. In combination with an. air brake valve that includes a casing, a valve and a. valve stein and means for holding Said valve against. a predetermined air pressure, of a shaft, a disk on said shaft to engage said stein to hohl said valve closed independent ot said first mentioned valve holding means, means continuously tending to move said shaft to its normal position, means by virtue of which said shaft may be moved out of its normalposition to a predetermined position, said disk having provisions for releasing said valve steni when said shaft is at said predetermined position, and means for locking said shaft when it reaches said predetermined position.

JEAN F. WEBB, Jn. Witnesses: f

JnAN F. VEnn, Sr., ll. lt. FLoon.

Copies of this patent may be obtained for ve cents each, by Washington. D. C."

addressing the Commissioner of Patents, 

